Engine



H. LEVINE ENGINE March 30 1926. 1,579,010

Filed Nov. 27, 1925 2 Sheets-Sheet 1 IN V EN TOR. I 111012 Levine BY I *4,

HAS ATTO EYS.

March 30 1926.

H. LEVINE ENGINE Filed Nov. 2'7, 1925 2 Sheets-Sheav 2 INVENTOAR H anL zuflc.

[ 15 A ORNEYT Patented Mar. 30, I926.

,QUNITEDI sTA'rs-s, mamamen I man LEVINE, or nn vvnn, COLORADO, Assrenoa iro me l-momma]; coMrAnY',

' or mnsnv crrmnnw JERSEY, A oonrona'rron or NEW JERSEYQ ENGINE. V f

A Application and liovenibe r 27, 1925.- Serial nogfn sor. r i i To all whom/ 11$ may. concern; i

Be it known thataI, HYMAN LEVINE, a

citizen of theUnited States, and a resident of Denver, in the county of Denver and State of Col0rado,,have invented acertain Engine, of which the following is a specification, accompanied by drawings. f

- This invention relates to engines and more particularly to that type of engine in which there isprovided a reciprocating piston and a rotary piston therewithin to transmit power to acrank pin. More particularly, this invention relates. to arrangement a of ports and. passages in the cylinder heads and the rotary piston for distributing "mo-v 'tive fluid to thepressure ta'cesoi the piston and to educt the exhaust fiuid therefrom.

, One object of the invention is; to eliminate restrictions-in the ports and passages of the rotary piston in this type of engine.

Another object of the inventionis to. provide large exhaust port area to minimize back pressure in the engine. Another object is to cut off the inlet to use air expan sively.- Still other objects of the inventionare to reduce the volumetric clear'ance by closing exhaust ports before end of stroke causing compression in the clearance space and to provide a direct path for the exhaust fluid to atmosphere. Other objects of the invention are toprovide space forcrank bearings and to permlt the crank bearing to bevplaced centrally in the rotary piston;

, Theinvention will be more clearly understood by reference to} the drawings, inwhich similar characters refer to similar parts, and in"which.,

matically,

Figure 21s a longitudinal section ofthe ,Figure 4: is o a diagrammatic representa tion of the engine showing the reciprocating piston .at, the .point of cut oil of motive fluid; j v V v m g Figure 5is a diagrammatic representation of the engine showing the reciprocating piston f'at w he end its exhaust port opening,

. Figurefi is a diagrammatic representation 1 V asw mkei of the engine showing the reciprocatingpiston on its returnstroke, the exhaust ,port

being open, and A y V Figure 71s a diagrammatic representation of the engine showing the pistonnearjthe endof its exhaust stroke producing compression in the'clear'ancespace priorto ad mission ofmotive fluid.

Referring to y the drawings,

comprises afcylinder A'having a-front head B and back. head C bolted to thecylinder A by means of suitable bolts 'D. :Within the.

cylindenA thereispr ovided a frame piston E having'an inner rotary piston Flrotatably secured, as by means ofa suitable bearing G toi a crankpin H of the driveshaft J. The rotary piston. F'is provided with two flat faces K i which are guidedlby and slide in corresponding inner faces L of the "recipro .cating piston E.- As is seen by referring to Figure -1, the frame piston E and the r0? tary piston. F reciprocate at rightangles l with respect to each other and the motion limparted bythe frame'piston E to the rotary p s Ol F in combination withthe reciprocating moveniehtof the rotaryipiston F areresolvedinto a rotaryvmotion, of the crank pin H asis well known'in connection i I' Y '85 with enginesof this type. I

The rotary piston F, acts as a valve for distributing motive fluid to theend facesof the" frame pistonand rotary piston and for; controlling theexhaustfot motivefifluid V 7 therefrom to atmosphere. To thisend there Figure 1 is a cross sectional view of the 1 invention, the ports being shown diagramare provided afset of ports 0 extending through the piston F from the face adjacent, the front cylinder head B into passages P leading directly to theend faces'ofthe reciprocating lframe' piston E and; the, rotary piston F.' The passages are short vand of just sufficient cross section area to conduct motive fluid without substantial loss and alsoto provide a minimum clearance volume. The ports 0 are preferably relatively ply motive fluid to the ports O. a', set of close to-the endvfaces of the pistons with whichithey communicate. 'Inor'der to supin the cylinder head B. Motive fluid is admitted to the chamber R at an aperture S threaded to receive a suitable pipe T. As the piston F rotates the ports register successivelywith the ports Q to admit motive fluid into the cylinder A. For exhausting motive fluid from the engine there areprovided a set of elongated ports U correspending to the ports 0 and adapted to register therewith leading to atmosphere. The ports U are located in the front cylinder head B and connnunicatewith a commonchamber V separated from the chamber i R by a wall W, A threaded aperture X is provided in the chamber V and is adapted to be connected with a suitable threaded pipe Y to conduct the exhaust to any suitable point.

'areadapted to register with the ports Z) at the same time that the ports 0 register with the exhaust ports U. 30

The inlet ports Q are spaced from the exhaust ports U: late-rally a distance determined by the degree of cut off desired thus as shown in Figure 1 the ports 0 pass the inlet ports Q, at from to 75 of the stroke and the exhaust'ports U are not open to the ports 0 until the endof the stroke which allows expansion of motive fluidat the end of, the power stroke.

The operation of'the engine is shown more clearly in Figures 8, 4, 5 and 6 in which only the ports corresponding to one face of the frame piston E are shown. The path of the cent-er of the crank pin H is shown as a circle 9, the center of which is the center 7 of rotation of the rotary piston. F.

' In Figure 3, the frame piston E is shown at thebeginning of the power stroke at which point the distributing port 0' in the frame piston is shown just coming into regis- V try with the inlet port Q, in the cylinder jheadB. Motive fluid is being permitted to enter the port Q and thence through the passage P to the end face of the frame piston E forcing the frame piston downwardly on its power stroke. As the inner piston F rotates in the direction of the arrow up to a point from 50% to from the beginning of the stroke, the port 0 passes by the inlet port Q shutting off the supply of motive fluid to the end face of the frame piston E and permitting the motive fluid in the cyle inder to expand for the remainder of. the stroke. At the end of the stroke the distributing'port' 0 begins to register with the exhaust port U permitting the exhaust topass ing the inlet port Q to'utilize the expansion of motive fluid in the cylinder. Near the end of the exhaust stroke tllGBXhELUSt ports Z) and U close as shown in Figure 7 to coinpress the residual fluid in the cylinder pro- .ducing a cushion and economizin-g in the amount of motive fluid to be admitted on 7 opening of the inlet port Q.

In Figures 3, 4c, 5-, 6 and 7 only those ports are-shown which are about to register the remaining ports beingomitted for the sake of clearness. V

I claim:

1. An engine comprising a cylinder having front and rear heads, a reciprocating frame piston within said cylinder, a r0- tary piston within said frame piston, ,a port in said rotary piston for each end face of the frame and rotary pistons, a set of inlet ports in the front head of said cylinder corresponding to said ports inthe rotary piston, a set of exhaust ports spaced from the set of inlet ports to cooperate with said ports in the rotary piston, and additional exhaust ports in the rear face of said rotary piston and the rear cylinder head for exhausting motive fiuid from the engine.

2'. An engine comprising a cylinder hav ing front and rear heads, a reciprocating frame piston within said cylinder, a rotary piston within said frame piston, a set of ports in said rotary piston leading to the end faces'of said reciprocating and rotary pistons, a set of inlet ports in the front cylinder head corresponding to said ports in the rotary piston, a set of exhaustports in the front cylinder head corresponding to the set of portsin the rotary piston 'and laterally spaced therefrom, and a' set o fauxiliary exhaust ports in the rear face of "said rotary pistonin communication with the end faces of the reciprocating and rotarypiston, and

a set of exhaust ports in the rear cylinder head adapted to cooperatewith the auxiliary exhaust ports in the rotary piston and simultaneously therewith. s r r 3'. An engine comprising a cylinder havi ing front andrear heads, a reciprocating frame piston within said cylinder, a rotary piston within said frame piston, a set of ports inesaid rotary piston leading to the end faces of said reciprocating and rotary pistons, a set of inlet ports in'the-fron-t'cylinder head corresponding to said portsin the rotary piston, a set of exhaust ports in the front cylinder head corresponding to the setof ports in the rotary piston and laterally spaced therefrom, andfa set'of auxiliary exhaust port-sin the rear, face of said rotary piston in communication 'With the end faces of the reciprocating and rotary piston, and a set of exhaust ports in the rear cylinder head adapted to cooperate With the auxiliary exhaust ports in the rotary piston end of the stroke to produce compression in'the' clearance space of the cylinder.

In testimony whereof I haye signed this' specification.

-. HYMAN LEVINE. V 

